Requirements

ESBO_SWAnfSpez_Anl_Sub026: 2014-03-12T10:00:39 version: 1.0 (Rev_valid_G)
ESBO_SWAnfSpez_Anl_Sub040: 2014-03-11T12:52:10 version: 4.0 (Rev_valid_G)	

A balise group shall consist of between one and eight balises.

The origin of the co-ordinate system for each balise group shall be given by the balise number 1 (called location reference) in the balise
group.

The nominal direction of each balise group is defined by increasing internal balise numbers.

see following figure 1
#DSC-UNISIG-SUB026-000688#REF#





Figure 1: Orientation of the balise group

For balise groups consisting of a single balise, the information "direction with which the linked balise group will be passed over"
received from a previous balise group shall assign a co-ordinate system to the balise.

see following figure 2
#DSC-UNISIG-SUB026-000702#REF#





Figure 2: Assignment of a co-ordinate system to a single balise group by linking

If the ERTMS/ETCS on-board equipment cannot evaluate the orientation of the last balise group detected, being a single balise group, i.e. no
linking information is available to identify the orientation of the co-ordinate system of this single balise group, the ERTMS/ETCS on-board
equipment shall report its position by means of a position report based on two balise groups reporting the train position in reference to the
LRBG and the “previous LRBG”, if any.

TEST APPROACH:
The following aspects have been identified:
1) P0 - LRBG unknown
2) P0 - LRBG known
3) P0 - single balise group after M45
4) P1 - no previous BG
5) P1 - previous BG N_TOTAL = 0
6) P1 - previous BG N_TOTAL > 0

When a single balise group is detected and the previous LRBG is known, the position report based on two balise groups shall use as direction
reference a move from the “previous LRBG” towards this single balise group (being the new LRBG): directional information in the position report
pointing in the same direction as the direction reference shall be reported as “nominal”, otherwise as “reverse”.

If the “previous LRBG “ is not known, the “previous LRBG” and all directional information of the position report based on two balise groups
shall be reported as “unknown”.

If a new single balise group (BG2), different from the current LRBG (BG1), becomes LRBG while the running direction of the train is opposite to
the running direction when this current LRBG (BG1) was last passed, the “previous LRBG” and all directional information of the position report
based on two balise groups shall be reported as “unknown” (see Figure 2a).

see following figure 2a
#DSC-UNISIG-SUB026-000718#REF#





Figure 2a: Position report based on two balise groups versus train running direction

Wenn die previous LRBG sowie die "direction information" aufgrund einer Änderung der Fahrtrichtung zwischen previous und aktueller
LRBG auf UNKNOWN gesetzt wurde, so sind auch bei allen folgenden Positionreports mit diesen beiden LRBGs die previous LRBG sowie "direction
information" auf UNKNOWN zu belassen.

If a single balise group, being the LRBG, is detected again, the LRBG and the “previous LRBG” of the position report based on two balise groups
shall remain unchanged.

The assignment of a co-ordinate system received from the RBC shall identify the balise group for which the assignment is given, and assign a
balise group orientation “nominal” or “reverse” to this balise group

define the use of message 42

For single balise groups reported as LRBG and stored according to 3.6.2.2.2c, awaiting an assignment of a co-ordinate system, the ERTMS/ETCS
on-board equipment shall be able to discriminate if a single balise has been reported more than once and with different “previous LRBGs” to the
RBC.

A co-ordinate system assignment received from trackside shall be rejected by the ERTMS/ETCS on-board equipment if the referred LRBG is memorised
(see 3.6.2.2.2c) to have been reported more than once and with different “previous LRBGs”.

A group of two balises duplicating each other shall be treated as a single balise group in case where only one balise is correctly read.

Rel. 8.0:
changed from Prosa to DEF

"Linking information is used" shall be interpreted as when balise group(s) are announced and the minimum safe antenna position has not
yet passed the expectation window of the furthest announced balise group.

note for validation:
when the last bg of the linking information is read the state "no linking information available" is reached.

Instead of the identity of a linked balise group it shall be possible to identify a following linked balise group as unknown but containing
repositioning information

realizes through 3.4.4.4.2.1

When no linking information is used on-board, all balise groups shall be taken into account.

When linking information is used on-board, only balise groups marked as linked and included in the linking information and balise groups marked
as unlinked shall be taken into account.

When linking information is used on-board and the expected balise group is referred in the linking information with a balise group with ID
“unknown”, a balise group marked as linked shall only be taken into account if:
a)	the on-board equipment can determine the orientation of the linked balise group by information from the balise group itself (therefore
excluding for example single balise groups), AND
b)	the balise group contains repositioning information valid for the train orientation, AND
c)	the balise group is crossed with the direction announced in the linking information.

TEST APPROACH:
The following aspects have been identified:
1) Linking information accepted (BG marked as linked and conditions a, b, c fulfilled)
2) Linking information rejected
2.1) condition a) not fulfilled
2.2) condition b) not fulfilled
2.3) condition c) not fulfilled
2.4) condtitions a), b), c) fulfilled but BG marked as unlinked

The on-board equipment shall accept a balise group marked as linked and included in the linking information (i.e. the balise giving the location
reference) from
  when the max safe front end of the train has passed the first possible location of the balise group
  the min safe front end of the train has passed the last possible location of the balise group

In case of a balise group containing repositioning information, the first possible location shall start from the previously linked balise group.

The on-board equipment shall expect balise groups one by one (i.e., it shall supervise only one expectation window at a time) according to the
order given by linking information.

The ERTMS/ETCS on-board equipment shall stop expecting a balise group and shall expect the next one announced in the linking information (if
any) when:
a)	the balise group is found inside its expectation window
b)	a linking consistency error is found, see 3.16.2.3.1

Linking consistency error due to early reception of balise group expected later (see 3.16.2.3.1 c)): if the balise group found is the next one
announced in the linking information, the ERTMS/ETCS on-board equipment shall check its linking consistency and apply again clause 3.4.4.4.6,
i.e. it will immediately expect the further next balise group announced in the linking information.

Each communication session managed by an entity shall allow the exchange of data with only one other entity.

is realized in SS SALSA outside ASW

The on-board shall establish a communication session
a)	At Start of Mission (only if level 2 or 3).
b)	If ordered from trackside.
c)	If a mode change, not considered as an End of Mission, has to be reported to the RBC (only if level 2 or 3)
d)	If the driver has manually changed the level to 2 or 3
e)	When the train front reaches the end of an announced radio hole
f)	When the previous communication session is considered as terminated due to loss of safe radio connection (refer to 3.5.4.2.1)
g)	When a Start of Mission procedure, during which no communication session could be established, is completed in level 2 or 3

The on-board shall establish a communication session at Start of Mission (only if level 2 or 3).

Exception:
The on-board shall not establish a new communication session with a RBC in case a communication session is currently being established or is
already established with this RBC.

UNISIG clarification:
an exception is necessary, if the session is already established.

The on-board shall establish a communication session if ordered from the trackside.

Exception:
The on-board shall not establish a new communication session with a RBC/RIU in case a communication session is currently being established or is
already established with this RBC/RIU.

UNISIG clarification:
The former exception "unless currently being established or already established with the same RBC/ RIU" is furthermore valid.

TEST APPROACH:
The following aspects have been identified:
1) Type of order
1.1) P42
1.2) P131
2) Dependency on the status of the communication session
2.1) no session established
2.2) session already established
2.3) session being established

The on-board shall establish a communication session, if a mode change, not considered as an End of Mission, has to be reported to the RBC (only
if level 2 or 3).

UNISIG clarification:
only to the supervising RBC and if no session is established.

an existing session to an Accepting RBC is not relevant this case.

The on-board shall establish a communication session to the supervising RBC, if
- no session with the supervising RBC is established or is currently being established
AND
- the on-board is in level 2/3 after a mode change
AND
- the mode is changed correspondingly #DSC-TBL-CR560-0001#REF#.

remark: The mode change is reported with the first position report after a successfull session establishment.

DSC-TBL-CR560-0001 defines the relevant mode changes and restrictions

TEST APPROACH:
The following aspects have been identified:
1) no session with the supervising RBC is established or is currently being established
1.1) session establsihed
1.2) session establsihment ongoing
2) the on-board is in level 2/3 after a mode change
3) the mode is changed correspondingly #DSC-TBL-CR560-0001#REF#.
3.1) NP -> SB session establishment is part of SoM procedure
3.2) SL -> SB
3.2.1) open desk
3.2.2) closed desk
3.3) SH -> SB
3.3.1) open desk
3.3.2) closed desk
3.4) SB -> SH
3.5) PT -> SH
3.6) xx -> FS
3.7) xx -> LS
3.8) xx -> SR
3.9) xx -> OS
3.10) xx -> NL
3.11) xx -> TR
3.12) xx -> PT
3.13) xx -> RV
3.14) xx -> SL
3.15) xx -> SN
3.16) xx -> UN
3.17) xx -> PS -> xx
The ETCS mode NP is not realised by the ASW refer realisation of #REQ-UNISIG-SUB026-004698#REF# 
the aspect 3.1 is hence omitted. 

The on-board shall establish a communication session, if the driver has manually changed the level to 2 or 3.

TEST APPROACH:
Levels 2/3 are considered as one equivalence class.
The following aspects are identified:
1. Level 0 -> Level 2/3
2. Level 1 -> Level 2/3
3. Level NTC -> Level 2/3

If the driver manually changes the level to 2 or 3 and if a communication session to the respective RBC already exists, the on-board shall
maintain this session.

The on-board shall establish a communication session,
- when the train front reaches the end of an announced radio hole
AND
- no communication session is currently being established or is already established with the supervising RBC/RIU.

TEST APPROACH:
The following aspects have been identified:
When the train front reaches the end of an announced radio hole:
1) communication session is already established
2) no communication session is established
3) ongoing establishment of communication session
4) ongoing setup of safe connection

The on-board shall establish a communication session, when the previous communication session is considered as terminated due to loss of safe
radio connection (refer to 3.5.4.2.1).

The on-board shall establish a communication session, when a Start of Mission procedure, during which no communication session could be
established, is completed in level 2 or 3.

is realized through 3.5.3.4 c) - see analysis

If the on-board has been received an order to establish a communication session while there is a communication session with the same RBC/ RIU
currently being terminated, then the establishment of the communication session shall be performed after the successful termination of the
communication session.

In respect of a), b), c), d) and e) of 3.5.3.4, the on-board shall not establish a new communication session with an RBC/RIU in case a
communication session is currently being established or is already established with this RBC/RIU.

If the ERTMS/ETCS on-board equipment has to establish a communication session with an RBC whilst in session with another RBC, the existing
communication session shall be terminated (see 3.5.5.2 for details) and the new one shall be established. Exception: the order to contact an
Accepting RBC shall not terminate the communication session with the Handing Over RBC.

UNISIG clarification:
The exception relates to a RBC transition order (P131) only.

If a session establishment command is received and accepted from trackside (only P42) and
- a session exists to another RBC
OR
- a session exists to the new RBC, but this session is not the supervised session,
the existing communication sessions to other RBC(s) and the not supervised session to the new RBC, if available, shall be terminated (see
3.5.5.2 for details).

Exceptions:
- For an order to establish a communication session from trackside during a handover see #REQ-UNISIG-SUB026-010568#REF#.

TEST APPROACH:
The following aspects have been identified:
1) session to another RBC
2) non supervising session to the new RBC
3) supervising session to the new RBC and session to another RBC
4) Exception: order to establish a communication session from trackside during a handover is verified via #REQ-UNISIG-SUB026-010568#REF#

If a session, commanded from trackside or driver, is to be established and existing sessions should be commanded to termination at first (see
#REQ-DESIGN-CR-0749:02#REF# and #REQ-UNISIG-SUB026-3066:02#REF#), the new session shall be established as soon as one mobile is free.

Exception: If a communication session with the same is currently being terminated, #REQ-DESIGN-CR-0567#REF# shall be considered.

TEST APPROACH:
The following aspects have been identified:
1) commanded from trackside 
1.1) free mobile available when receiving session establishment command
1.2) communication session with the same RBC is currently being terminated
1.3) no communication session with the same RBC
2) commanded from driver 
2.1) free mobile available when receiving session establishment command
2.2) communication session with the same RBC is currently being terminated
2.3) no communication session with the same RBC

If the driver manually changes the level to 2 or 3 and
- a session exists to another RBC
OR
- a session exists to the new RBC, but this session is not supervised,
the existing communication sessions to other RBC(s) and the not supervised session to the new RBC, if available, shall be terminated (see
3.5.5.2 for details).

TEST APPROACH:
The following aspects have been identified:
1) one session, session to another RBC
2) one session, session to the new RBC
3) two session, new RBC is not the supervising 
4) two session, new RBC is supervising
5) driver selects L2/L3 no level change

If the establishment of a communication session is initiated by the on-board, it shall be performed according to the following steps:
a)	The on-board shall request the set-up of a safe radio connection with the trackside. If this request is part of an on-going Start of
Mission procedure, it shall be repeated until successful or a defined number of times (see Appendix A.3.1).
If this request is not part of an on-going Start of Mission procedure, it shall be repeated until at least one of the following conditions is
met:
  Safe radio connection is set up
  End of Mission is performed
  Order to terminate communication session is received from trackside
  The train passes a level transition border (from level 2/3 to level 0, NTC, 1) with its front end.
  Order to establish communication session with a different RBC is received from trackside and the order does not request to contact an
Accepting RBC.
  The train passes a RBC/RBC border with its front end.
  The train front passes the start of an announced radio hole
  Regards RIUs only: Level 1 is left
b)	As soon as the safe radio connection is set-up, the on-board shall send the message Initiation of communication session to the
trackside.
c)	As soon as the trackside receives the information, it shall send the system version.

part c is only trackside

RIU is not realized
=> the last point "Regards RIUs only: Level 1 is left" is not relevant
#DSC-UNISIG-SUB026-000907#REF#





Figure 3: Establishment initiated by on-board

If the establishment of a communication session is initiated by the on-board, it shall be performed according to the following steps:
a) The on-board shall request the set-up of a safe radio connection with the trackside.
b) As soon as the safe radio connection is set-up, the on-board shall send the message Initiation of communication session to the trackside.

Remark: As soon as the trackside receives the information "Initiation of communication session", it has to be sended the system
version.

If the request to the set-up of a safe radio connection with the trackside is unsuccessful and this request is part of an on-going Start of
Mission procedure, it shall be repeated until successful or a defined number of times (see Appendix A.3.1).

If the request to the set-up of a safe radio connection with the trackside is unsuccessful this request is not part of an on-going Start of
Mission procedure, it shall be repeated until at least one of the following conditions is met:
∙	Safe radio connection is set up
∙	End of Mission is performed
∙	Order to terminate communication session is received from trackside
∙	The train passes a level transition border (from level 2/3 to level 0, NTC, 1) with its front end.
∙	Order to establish communication session with a different RBC is received from trackside and the order does not request to contact an
Accepting RBC.
∙	The train passes a RBC/RBC border with its max safe front end - only for Handing Over RBC
∙	The train front passes the start of an announced radio hole
∙	the handover is cancelled - only for Accepting RBC

UNISIG clarification:
the point "The train passes a RBC/RBC border with its front end" is only relevant for the HO RBC

additional point for ACC RBC

TEST APPROACH:
The following aspects have been identified:
1) Safe radio connection is set up
2) End of Mission is performed
3) Order to terminate communication session is received from trackside
4)The train passes a level transition border from L2/L3 to
4.1) L0
4.2) L1
4.3) NTC
5) Order to establish communication session with a different RBC is received
6) The train passes a RBC/RBC border with its front end
7) The train front passes the start of an announced radio hole
8) The handover is cancelled 

If a request to the set-up of a safe radio connection with the trackside is unsuccessful, the request shall be repeated immediately after
EURORADIO has indicated that setting up the safe radio connection has failed.

remark: a small time delay is possible between the single attempts (maximum 5 seconds).

UNISIG clarification: an immediately repetition can lead to problems.

When the on-board receives the system version it shall consider the communication session established and:
a)	If one of its supported system versions is compatible with the one sent by trackside, it shall send a session established report,
including its telephone numbers, to the trackside.
b)	If none of its supported system versions is compatible with the one sent by trackside, it shall send a version independent message
indicating “No compatible version supported”. It shall inform the driver and shall terminate the communication session.

a) message 159 - session established
b) message 154 - no compatible session
#DSC-UNISIG-SUB026-000907#REF#





Figure 3: Establishment initiated by on-board

If no system version is received from trackside within a fixed waiting time (see appendix to chapter 3, List of Fixed Value Data) after sending
the message "Initiation of communication session", the message "Initiation of communication session" shall be repeated with
the fixed waiting time after each repetition.

After a defined number of repetitions (see Appendix A.3.1), and if no system version from RBC is received within the fixed waiting time from the
time of the last sending of "Initiation of communication session", the ERTMS/ETCS onboard equipment shall consider the communication
session terminated.

When the on-board will answered of the received system version from the RBC and the safe radio connection is lost, the answer shall be sended
after the reestablishment of the safe radio connection.

TEST APPROACH:
The following aspects were identified (all aspects consider that safe radio connection is lost after receiving M32):
1. RBC sends M32 with version not compatible (OBU has to answer with M154/M156)
1.1 safe connection is not recovered before session maintaining time expires
1.2 safe connection is recovered before session maintaining time expires
2. RBC sends M32 with compatible version (OBU has to answer with M159)
2.1 safe connection is not recovered before session maintaining time expires
2.2 safe connection is recovered before session maintaining time expires

If the establishment of a communication session is initiated by the RBC, it shall be performed according to the following steps:
a)	The trackside shall request the set-up of a safe radio connection with the on-board.
b)	As soon as the safe radio connection is set-up, the trackside shall send the message Initiation of communication session to the
on-board.
c)	When the on-board receives the information, it shall consider the communication session established and send a session established
report to the trackside.
d)	When the trackside receives the session established report, it shall consider the communication session established.

a), b), d) only trackside

see following figure 4
#DSC-UNISIG-SUB026-000915#REF#





Figure 4: Establishment initiated by the RBC

In the case the RBC is the initiator of a session establishment, the OBU shall accept this initiation only if no session to a supervising RBC
exists, the id of the initiating RBC agrees with the stored RBC id and a negotiated system version with the initiating RBC is available.
If the OBU doesn't accept the session initiation, the OBU shall reject the safe radio connection to this RBC.

In the case the RBC is the initiator of a session establishment, the last system version negotiated with this RBC shall be used.

An order to contact the RBC may contain a special value for the RBC identity indicating that the on-board shall contact the last known RBC
(i.e., using the stored RBC ID/phone number, if any); the phone number indicated in the order shall be ignored by the on-board equipment.

If there is no RBC ID/ phone number stored on-board, the order to contact the RBC shall be ignored.

An order to contact the RBC may contain a special value for the RBC phone number indicating that the on-board shall use the on-board short
number.

note for validation:
KBS manage this special value (see analysis)

When a communication session is established, in case of a loss of the safe radio connection, i.e., if the disconnection has not been ordered
(see 3.5.5.1), the involved entities shall consider the communication session still established for a defined time. The defined time shall start
as soon as EURORADIO has indicated the loss of the safe radio connection.

TEST APPROACH:
The following aspects have been identified:
1) safe radio connection re-established within the defined time
2) safe radio connection not re-established within the defined time

When EURORADIO indicates the loss of the safe radio connection, the ERTMS/ETCS on-board equipment shall immediately try to set-up a new safe
radio connection.

If the safe radio connection is not re-established after the defined time (as defined in A.3.1), both, on-board equipment and trackside, shall
consider the session as terminated.

TEST APPROACH:
The following aspects have been identified:
1) safe radio connection re-established within the defined time
2) safe radio connection not re-established within the defined time

The attempts shall be repeated, until at least one of the following conditions is met:
  The safe radio connection is set-up.
  The session is considered as terminated.
  The train passes the location indicated in the RIU order “Terminate the communication session”

UNISIG clarification:
the repetition is stopped generally, when the session is consicered as terminated.

The attempts shall be repeated, until at least one of the following conditions is met:
• The safe radio connection is set-up.
OR
• the session is considered as terminated

TEST APPROACH:
The following aspects have been identified:
1) safe connection is set-up (before session maintaining time expires)
2) session is considered as terminated
2.1) before session maintaining time expires
2.2) after session maintaining time expires
Note: 
Regarding aspect 2.1: if a session has to be terminated and the safe radio connection is lost (aspect 2.1), OBU considers the session terminated
(ref. #REQ-UNISIG-SUB026-010284#)
Regarding aspect 2.2: if session maintaining time expires, OBU considers session as terminated, but should try to set-up a new communication
session, and consequently to re-establish the safe connection (ref. #REQ-UNISIG-SUB026-010271#).

Exception to 3.5.4.2 and 3.5.4.3: the on-board equipment shall not try to set up a new safe radio connection and shall stop any on-going
attempts if the train front is inside an announced radio hole (see 3.12.1.3). The on-board equipment shall try to set it up again when the train
front reaches the end of the radio hole.

In case a message has to be sent during the loss of the safe radio connection, this message shall be considered as sent.

exception:
for train data 3.18.3.4.2 is valid

TEST APPROACH:
The requirement is not tested for each possible message as the function does not depend on the send message.

An ongoing repetition process shall not be interrupted or terminated by the loss of the safe radio connection.

TEST APPROACH:
The requirement is not tested for each possible message as the function does not depend on the send message.

Repeating a message shall be understood as sending this message with an updated content, i.e. not re-sending the same message.

The termination of a communication session shall be initiated only by the on-board and in the following cases:
a)	If an order is received from trackside (RBC, RIU or balise groups) (see sections 3.5.3.5 and 3.5.3.6 concerning the content of the
order).
b)	If an error condition requiring the termination of the communication session is detected on-board (e.g., not compatible system versions
between on-board and trackside).
c)	The train is rejected by RBC during Start of Mission.
d)	If the driver closes the desk during Start of Mission.
e)	In case the train has reported having exited from an RBC area and no order to terminate the session is received within a fixed waiting
time (see Appendix A.3.1) from the time the position report was sent, the ERTMS/ETCS on-board equipment shall repeatedly send a position report
with the fixed waiting time after each repetition, until the order to terminate the session is received, or the defined number of repetitions
(see Appendix A.3.1) has been reached. If no reply is received within the fixed waiting time after the last repetition, the ERTMS/ETCS on-board
equipment shall terminate the communication session.
f)	In case of communication session with an RIU: the Level 1 is left, or, an End of Mission is executed.

If a termination order for a RBC is received from trackside, the on board unit shall initiate the termination of the communication session to
this RBC.

remark: The variable Q_SLEEPSESSION is only relevant for the session establishment order (see the definition of the variable).

UNISIG clarification: the variable Q_SLEEPSESSION is not relevant for an order to session termination

TEST APPROACH:
Radio infill not realized in R8 the aspect RIU is hence omitted.

If a termination order for a RIU is received from trackside and the train has passed ther location inidicated in the RIU termination order, the
on board unit shall initiate the termination of the communication session to this RIU.

radio infill is not realized

If an order to termination a session is received but no session is established to the relevant RBC/RIU, the termination order shall be ignored.

radio infill is not realized

TEST APPROACH:
Radio infill not realized in R8 the aspect RIU is hence omitted.

If an order to termination a session with the special value "contact the last known RBC" is received, the on board unit shall initiate
the termination of the communication session with the stored RBC ID.

UNISIG clarification:
normally the trackside does'nt used this special value in termination command

If an error condition requiring the termination of the communication session is detected on-baord (e.g., not compatible system version between
on-board and trackside), the on board unit shall be initiated the termination of this communication session.

--- FINALISED ---
Das Terminieren der Session in den Fehlersituationen wird in den konkreten Anforderungen zur Fehlerreaktion definiert (z.B. der Abbau der
Session bei nicht kompatibler Version in 3.5.3.8 b)
#REQ-UNISIG-SUB026-3102:01#REF#, #REQ-UNISIG-SUB026-0844:01#REF#

If the train is rejected by RBC during Start of Mission, the on board unit shall initiate the termination of the communication session.

realizes through SoM, A39

If the driver closes the desk during the start of mission, the on board unit shall initiate the termination of the current open communication
sessions, if available.

The position report "exited from a RBC area" shall be repeated with a defined waiting time (see fixed value) after each repetition, in
case
- a communication session to the RBC of the exited area is still open
AND
- no request to terminate the session to the RBC of the exited area is received from trackside.
AND
- no re-change to L2/3 is performed.

If no request to terminate the session to the RBC of the exited area is received after a defined number of repetitions (see fixed value), obu
shall terminate the session.

UNISIG clarification:
every termination command  to this rbc stops the repetition.
The "EXIT" procedure is stopped, when the train changes to L2/3 again.

TEST APPROACH:
The following aspects have been identified:
1) start
1.1) level transition L0
1.2) level transition L1
1.3) level transition NTC
1.4) RBC/RBC handover
2) repetition with a defined waiting time 
3) end
3.1) defined number of repetitions 
3.2) session terminated
3.3) re-change to L2/3 is performed

In case of communication session with an RIU, the on board unit shall initiate the termination of this session, if
- the Level 1 is left
OR
- an End of Mission is executed.

radio infill is not realized

In case a session is established, the on-board equipment shall terminate the communication session according to the following steps:
a)	The on-board equipment shall send a Termination of communication session message.
b)	As soon as this information is received, the trackside shall consider the communication session terminated and send an acknowledgement
to the on-board.
c)	When the acknowledgement is received the on-board shall consider the communication session terminated and request the release of the
safe radio connection with trackside.

b) only trackside

see following figure 5 also
#DSC-UNISIG-SUB026-000965#REF#





Figure 5: Termination of a communication session

If a termination of a communication session is to be initiated and a session is established but no safe connection is available, the session
shall be considered as terminated immediately.

UNISIG clarification:
if no safe connection is available, the termination steps haven't to be executed

TEST APPROACH:
The following aspects have been identified:
1) termination ordered by trackside
2) termination has to be initiated by OBU

No further message shall be sent by the on-board after the message Termination of communication session.

Exception: In case a communication session is established and no acknowledgement is received within a fixed waiting time (see Appendix A.3.1)
after sending the “Termination of communication session” message, the message shall be repeated with the fixed waiting time after each
repetition.

After a defined number of repetitions (see Appendix A.3.1), and if no acknowledgment is received within the fixed waiting time from the time of
the last sending of “Termination of communication session”, the ERTMS/ETCS onboard equipment shall consider the communication session
terminated.

Messages from the RBC received onboard after the message “Termination of communication session” has been sent shall be ignored with the
exception of the Acknowledgement of the termination of communication session.

In case an order to terminate the communication session is received, while the communication session is currently being established, the
on-board shall abort the process of establishing it and shall release the safe radio connection.

ERTMS/ETCS on-board equipment shall order the registration of its connected Mobile Terminal(s) to a Radio Network:
a)	At power-up
b)	Following driver entry of a new Radio Network identity (only if level 2 or 3)
c)	If ordered from the trackside

the conditions for the activitation the driver entry is described in ERA SRS DMI

ERTMS/ETCS on-board equipment shall order the registration of its connected Mobile Terminal(s) to a Radio Network:
a) At power-up
b) Following driver entry of a new Radio Network identity
c) If ordered from the trackside

TEST APPROACH:
The following aspects have been identified:
1) at power up
1.1) remanent storage
1.2) default network
1.3) usage of the remanent stored value in software hardware integration
2) following driver entry of a new Radio Network identity
2.1) manual level choice
2.2) at SoM
3) if ordered from the trackside

When powered-off, ERTMS/ETCS on-board equipment shall memorize the last received Radio Network identity (from trackside or from driver) and
shall use it when powered-up again.

If no Radio Network identity received from trackside or from driver could have been memorized by ERTMS/ETCS on-board equipment (e.g. after a
System Failure or at very first power-up), this latter shall nevertheless order the registration of its Mobile Terminal(s) to a default Radio
Network.

On reception of the trackside order, ERTMS/ETCS on-board equipment shall immediately order the Radio Network registration of each Mobile
Terminal that fulfils the following conditions:
a)	it is not yet registered to the ordered Radio Network, AND
b)	it is not used for an established communication session, AND
c)	no safe radio connection is being set-up

When a new Radio Network ID is entered by driver,  ERTMS/ETCS on-board equipment shall order the Radio Network registration of each Mobile
Terminal with the same conditions as reception from trackside, at the latest before the next safe radio connection establishement attempt is
started independ on an established session.

UNISIG clarification: the last extension is necessary, because the MN ID from driver should be immediately used.

TEST APPROACH:
The selection of a network by driver is associated with a scanning of the available radio networks.
The spanning process can unregister the mobile terminals und destroy existing safe connections.
A change of network registration of mobile is only possible without safe connection.

The following aspects have been identified:
1) Immediate registration without session
2) Registration during established session
3) Registration after session termination

If a Mobile Terminal is not currently registered to the Radio Network ordered by trackside and if one of the conditions b) or c) is not
fulfilled, ERTMS/ETCS on-board equipment shall initiate the Radio Network registration once communication session is terminated and safe radio
connection is released.

If no Mobile Terminal is duly registered to a Radio Network, any order to contact an RBC or an RIU received from trackside shall be rejected by
ERTMS/ETCS on-board equipment.

--- FINALISED ---
The case, that currently no Mobile Terminal is registered and no registration is enabled, cannot occur (see 3.5.6.3 and especailly note 2).
If no Mobile Terminal is duly registered, an order to contact an RBC or an RIU received from trackside should not be rejected - see analysis.
#ANA-UNISIG-CR0007-0001:01#REF#

If the on board receives an order to establish a connection to a RBC/RIU (P42, P131, P133) and no Mobile Terminal is duly registered to a Radio
Network, the establishment order shall be executed but the request to setup of safe radio connection shall be suppressed up until the network
registration is finished.

remark: The end criteria for repetition of request to setup the safe radio connection, which are defined in #REQ-UNISIG-SUB026-010275:01#REF#,
are valid in this case too.

UNISIG clarification:
see analysis

TEST APPROACH:
The following aspects have been identified:
1) P42 is received
2) P131 is received
3) P133 is received
The function radio infill is not part of R8, the verification of aspect 3 is hence omitted.

If radio network id is changed together with a session establishment order, a new radio network registration shall be started at first.

The ERTMS/ETCS on-board equipment shall inform the driver about the status of the safe radio connection. To that purpose, the following
indication statuses of the safe radio connection are defined: “No Connection”, “Connection Lost/Set-Up failed”, “Connection Up”.

In addition, the ERTMS/ETCS on-board equipment shall use a “connection status” timer (see Appendix A.3.1), in order to manage properly the
transitions to the indication status “Connection Lost/Set-Up failed”.

The ERTMS/ETCS on-board equipment shall start the “connection status” timer as soon as the first request to set-up a safe radio connection with
the relevant RBC/RIU is sent:
a)	for what regards the session establishment, see items b), c), d), e) in 3.5.3.4.
b)	for what regards maintaining a communication session, see 3.5.4.2 and 3.5.4.4

TEST APPROACH:
The following aspects were identified:
1) session establishment
1.1) 3.5.3.4 b)
1.2) 3.5.3.4 c)
1.3) 3.5.3.4 d)
1.4) 3.5.3.4 e)
2) maintain session 
2.1) 3.5.4.2
2.2) 3.5.4.4

Note: The timer supervision is started when the first request to set-up a safe radio connection is triggered. The actual sending of the request
is may delayed refer to remark in #REQ-UNISIG-SUB026-010277#REF#

If the “connection status” timer is ongoing, it shall be stopped if the requests to set-up a safe radio connection are stopped with the relevant
RBC/RIU.

TEST APPROACH:
The following aspects have been identified, based on the state of the connection status at the time the connection status timer is started:
1) initial status: No Connection
2) initial status: Connection Up

The ERTMS/ETCS on-board equipment shall execute the transitions between the different indication statuses of the safe radio connection with the
relevant RBC/RIU as described in Table 1 according to the conditions in Table 2 (see section 4.6.1 for details about the symbols).

"with the relevant RBC/RIU" means the supervising RBC/RIU
#DSC-UNISIG-SUB026-001025#REF#





Table 1: Transitions between the indication statuses of the safe radio connection
#DSC-UNISIG-SUB026-001027#REF#





Table 2: Transition conditions for the indication statuses of the safe radio connection

Transition table for indication status of the safe radio connection
from "No Connection" to "Connection Lost/Set-Up failed"
condition: 1, 2
priority: 2

Transition table for indication status of the safe radio connection
from "No Connection" to "Connection Up"
condition: 4
priority: 1

Transition table for indication status of the safe radio connection
from "Connection Lost/Set-Up failed" to "No Connection"
condition: 3
priority: 2

Transition table for indication status of the safe radio connection
from "Connection Lost/Set-Up failed" to "Connection Up"
condition: 4
priority: 1

Transition table for indication status of the safe radio connection
from "Connection Up" to "No Connection"
condition: 5, 6, 7
priority: 1

Transition table for indication status of the safe radio connection
from "Connection Up" to "Connection Lost/Set-Up failed"
condition: 2
priority: 2

Transition condition for the indication status of the safe radio connection
condition[1]
(a Start of mission procedure is on-going) AND (the final attempt to set-up the safe radio connection failed)

Transition condition for the indication status of the safe radio connection
condition[2]
(the “connection status” timer expires)

Transition condition for the indication status of the safe radio connection
condition[3]
(no Start of mission procedure is on-going) AND (the requests to set-up a safe radio connection are stopped with the relevant RBC/RIU for reason
other than the successful set-up)

Transition condition for the indication status of the safe radio connection
condition[4]
(the safe radio connection is set-up)

Transition condition for the indication status of the safe radio connection
condition[5]
(the safe radio connection is released)

"the safe radio connection is released" is interpreted as obu releases the connection
=> the answer from the other side is not more considered.

Transition condition for the indication status of the safe radio connection
condition[6]
(the safe radio connection is lost) AND (the requests to set-up a safe radio connection are stopped with the relevant RBC/RIU for reason other
than the successful set-up)

Transition condition for the indication status of the safe radio connection
condition[7]
(the safe radio connection is lost) AND (the train front is inside an announced radio hole)

For the case of an RBC/RBC transition, the safe radio connection indicated to the driver shall switch from the indication status of the safe
radio connection with the Handing over RBC to the one with the Accepting RBC as soon as one of the following conditions is met:
a)	the ERTMS/ETCS on-board equipment sends a position report directly to the Accepting RBC with its maximum safe front end having passed
the border, see 3.15.1.3.5 (i.e. the Accepting RBC becomes the supervising RBC),
b)	the safe radio connection is released with the Handing over RBC and the minimum safe rear end of the train has crossed the border, see
3.5.5.1 e) and 3.15.1.2.7.

UNISIG clarification:
the change is only executed, when the RBC supervision is changed

For the case of an RBC/RBC transition, the safe radio connection indicated to the driver shall switch from the indication status of the safe
radio connection with the Handing over RBC to the one with the Accepting RBC as soon as one of the following conditions is met:
a) the supervision of the RBC is changed
b) the safe radio connection is released with the Handing over RBC and the max safe front end of the train has crossed the border.

TEST APPROACH:
Following aspects have been identified:
1) one mobile handover
1.1) connection to HO-RBC released before passing the RBC border with min safe rear end 
1.2) connection to HO-RBC released after passing the RBC border with min safe rear end 
1.3) connection to HO-RBC released when passing RBC border with max safe front end
1.4) connection to HO-RBC down when passing RBC border with max safe front end 
2) two mobile handover
2.1) outage of safe connection to HO-RBC
2.2) outage of safe connection to ACC-RBC 

For the case of safe radio connection with RIU’s, the safe radio connection indicated to the driver shall be the one related to the current
infill area.

The Train Position information defines the position of the train front in relation to a balise group, which is called LRBG (the Last Relevant
Balise Group). It includes:
  The estimated train front end position, defined by the estimated distance between the LRBG and the front end of the train
  The train position confidence interval (see 3.6.4)
  Directional train position information in reference to the balise group orientation (see 3.4.2, also Figure 14) of the LRBG, regarding:
  A list of LRBGs, which may alternatively be used by trackside for referencing location dependent information (see 3.6.2.2.2 c)).

The Train Position information defines the position of the train front in relation to a balise group, which is called LRBG (last relevant balise
group).

The Train Position information shall include the estimated train front end position, defined by the estimated distance between the LRBG and the
front end of the train.

The Train Position information shall include the train position confidence interval (see 3.6.4).

The Train Position Information shall include the directional train position information in reference to the balise group orientation (see 3.4.2,
also Figure 14) of the LRBG, regarding:
- the position of the train front end (nominal or reverse side of the LRBG)
- the train orientation
- the train running direction

Clarification:
In case of an LRBG being a single balise group with no co-ordinate system assigned, directional information is defined in reference to the pair
of LRBG and “previous LRBG”, see 3.4.2.3.3.

TEST APPROACH:
The following aspects have been identified:
1) single balise group 
1.1) with no co-ordinate system
1.2) with assigned co-ordinate system
2) multiple balise group

The Train Position information shall include a list of	LRBGs which may alternatively be used by trackside for referencing location dependent
information (see 3.6.2.2.2c).

TEST APPROACH:
The following aspects have been identified:
1) single balise group 
1.1) with no co-ordinate system
1.2) with assigned co-ordinate system
2) multiple balise group

The infomation about the balisegroups into the list of LRBGs which may alternatively be used by trackside shall be included the LRBG Data
referenced in #REQ-UNISIG-SUB026-3153#REF#.

Aufgrund der Anforderung in SUBSET-026, 3.4.2.3.3.8 ist es notwendig, bei Senden eines Spezial-Positionreports an das RBC neben den in
#REQ-UNISIG-SUB026-3153#REF#  genannten Daten auch die mit gesendete previous LRBG in Bezug zur LRBG zu sichern.

The Train position information shall be included the current LRBG and the previuos LRBG with their LRBG Data.

TEST APPROACH:
The following aspects have been identified:
1) single balise group
2) multiple balise group

The LRBG Data shall be included
- ETCS ID
- reference position
- orientation of the balisegroup
- train orientation during crossing the balisegroup
- direction of train movement during crossing the balisegroup

TEST APPROACH:
The following aspects have been identified:
1) single balise group 
1.1) with no co-ordinate system
1.2) with assigned co-ordinate system
2) multiple balise group

The Train Position information shall be included their actual state. The state can be valid, invalid or unknown.

Balise groups, which are marked as unlinked, shall never be used as LRBG.

If there is an active cab, this one defines the orientation of the train, i.e. the side of the active cab shall be considered as the front of
the train. If no cab is active, the train orientation shall be as when a cab was last active.

If the last active cab is not ascertainable, cab A shall be used as default value.

Remark:
A default CAB must be defined, when the last active cab cannot determined.

All location and profile data transmitted by a balise shall refer to the location reference and orientation of the balise group to which the
balise belongs.

All location and profile data transmitted from the RBC shall refer to the location reference and orientation of the LRBG given in the same
message.

For the LRBG the following requirements have to be met:
a)	The on-board equipment shall use the last balise group passed as a reference when reporting its position to the RBC (in the following
termed as LRBGONB). Only
  balise groups marked as linked and contained in the previously received linking information, if linking information is used on-board
  the last balise group not marked as unlinked, if no linking was used when this balise group was passed
b)	The RBC shall use the last relevant balise group which was reported by the on-board equipment as a reference (in the following termed as
LRBGRBC). At a certain moment LRBGRBC and LRBGONB can be different.
c)	The on-board equipment shall be able to accept information referring to one of at least eight LRBGONB last reported to the RBC.

--- FINALISED ---
part b is only trackside

The on-board equipment shall use the last balise group passed as a reference when reporting its position to the RBC. Only
∙	balise groups marked as linked and contained in the previously received linking information, if linking information is used on-board
or
∙	the last balise group not marked as unlinked, if no linking was used when this balise group was passed
shall be regarded.

The on-board equipment shall be able to accept information referring to one of at least eight LRBGONB last reported to the RBC.

Exception to #REQ-UNISIG-SUB026-3159#REF#
The acceptance check with the reported LRBG shall not be executed with following messages:
- Initiation of a communication session (Message 38)
- Configuration Determination (Message 32)
- Acknowledgement of termination of a communication session (Message 39)
- Unconditional Emregency Stop (Message 16)

TEST APPROACH:
The following aspects were identified:
1) Initiation of a communication session (Message 38)
2) Configuration Determination (Message 32)
3) Acknowledgement of termination of a communication session (Message 39)
4) Unconditional Emregency Stop (Message 16)
4.1) as normal priority data
4.2) as high priority data

Die Liste der an das RBC gesendeten LRBGs darf jede Balisengruppe nur einmal führen.
Bei erneuter Überfahrt einer Balisengruppe und Senden dieser als LRBG an das RBC  ist der bisherige Eintrag der Balisengruppe zu löschen und die
Balisengruppe als neue LRBG aufzunehmen.
Klarstellung: Diese Anforderung gilt trotz SUBSET-026, 3.4.2.3.3.8 und des daraus resultierenden notwendigen Erkennens des Sendens einer Single
Balise als LRBG mit unterschiedlichen previous LRBG.

Exception to a): When on-board position is unknown or when position data has been deleted during SoM procedure, the on-board equipment shall use
an LRBG identifier set to "unknown" until the onboard has validated its position again by passing a balise group.

Regarding c): From the time it has reported an unknown position, or an invalid position during SoM procedure, to the time it has received from
the RBC a message with an LRBG not set to “unknown”, the on-board equipment shall also be able to accept messages from the RBC containing LRBG
“unknown”.

The on board shall accepts the following information received from RBC with NID_LRBG=UNKNOWN:
-	SR Authorisation
(Note: The distance to run in SR in the SR-Authorisation refers to the estimated train front end, not to the LRBG).
-	Recognition of Exit from Trip Mode
-	Acknowledgement of Train Data
-	Unconditional Emergency Stop
-	Revocation of Emergency Stop
-	SH refused
-	SH authorized
-	Configuration Determination
-	Initiation of a Communication Session
-	Acknowledgement of termination of a communication session
-	Train Rejected
-	Train Accepted
-	SoM position report confirmed by RBC
-	National Values, if they are valid for both directions as well as to be performed upon receipt (D_VALIDNV=0 or now)
-	Level Transition Order, if it is valid for both directions as well as to be performed upon receipt (D_LEVELTR=now)
-	Session Management, if it is valid for both directions
-	Data used by applications outside the ETCS system, if it is valid for both directions
-	Radio Network Registration, if it is valid for both directions
-	List of balises for SH Area, if it is valid for both directions
-	MA Request Parameters, if they are valid for both directions
-	Position Report Parameters, if they are valid for both directions, unless they are defining at least one specific location for sending a
position report (N_ITER=0)
-	List of balises in SR Authority, if it is valid for both directions
-	Inhibition of revocable TSRs from Balise, if it is valid for both directions
-	Revocation of Temporary Speed Restriction, if it is valid for both directions
-	Plain Text message, if it is valid for both directions, unless the start condition is distance limited
-	Fixed Text Message, if it is valid for both directions, unless the start condition is distance limited
-	Train Running Number from RBC, if it is valid for both directions

The above-named information, if the conditions are not fullfilled, and all not named information shall be ignored without an error reaction,
when they are received from RBC with NID_LRBG=UNKNOWN.

Exception:  REQ-UNISIG-SUB026-008495 applies for  for optional packets in a shifted ma.

TEST APPROACH:
1.1) National Values, if they are valid for both directions as well as to be performed upon receipt (D_VALIDNV=0 or now)
1.1.1) D_VALIDNV=0
1.1.2) D_VALIDNV=now
1.2) Level Transition Order, if it is valid for both directions as well as to be performed upon receipt (D_LEVELTR=now)
1.2.1) D_LEVELTR=0
1.2.2) D_LEVELTR=now
1.3) Session Management, if it is valid for both directions
1.4) Data used by applications outside the ETCS system, if it is valid for both directions
1.5) Radio Network Registration, if it is valid for both directions
1.6) MA Request Parameters, if they are valid for both directions
1.7) Position Report Parameters, if they are valid for both directions as well as to be performed upon receipt("now"), unless they are defining
at least one specific location for sending a position report (N_ITER=0)
1.7.1) dependency on Q_DIR
1.7.2) dependency on D_LOC
1.8) List of balises in SR Authority, if it is valid for both directions
1.9) Inhibition of revocable TSRs from Balise, if it is valid for both directions
1.10) Revocation of Temporary Speed Restriction, if it is valid for both directions
1.11) Plain Text message, if it is valid for both directions, unless the start condition is distance limited
1.11.1) dependency on Q_DIR
1.11.2) dependency on start condition
1.12) Fixed Text Message, if it is valid for both directions, unless the start condition is distance limited
1.12.1) dependency on Q_DIR
1.12.2) dependecy on start condition
1.13) Train Running Number from RBC, if it is valid for both directions
1.14) SR Authorisation
1.15) Recognition of Exit from Trip Mode
1.16) Acknowledgement of Train Data
1.17) Unconditional Emergency Stop
1.18) Revocation of Emergency Stop
1.19) SH refused
1.20) SH authorized
1.21) List of balises for SH Area, if it is valid for both directions
1.22) RBC/RIU System Version
1.23) Initiation of a Communication Session
1.24) Acknowledgement of termination of a communication session
1.25) Train Rejected
1.26) Train Accepted
1.27) SoM position report confirmed by RBC
2) conditions are not fulfilled for the above-named information, but message is received with LRBG unknown
3) not named information received with LRBG unknown
3.1) Messages with D_REF, Conditional Emrgency Stop, MA with Shifted Location Reference, TAF Request covered by #REQ-UNISIG-SUB026-008495#REF#
3.2) Other information
3.2.1) Linking
3.2.2) Movement Authority
3.2.3) Gradient Profile 
3.2.4) International SSP 
3.2.5) Axle Load speed profile 
3.2.6) Temporary Speed Restriction
3.2.7) Route Suitability Data
3.2.8) Adhesion Factor
3.2.9) Geographical Position
3.2.10) RBC Transition Order 
3.2.11) Assignment of Co-ordinate system
3.2.12) Track Conditions excluding big metal masses
3.2.13) Co-operative shortening of MA
3.2.14) Reversing Area Information, Reversing Supervision Information
3.2.15) Permitted Braking Distance Information
3.2.16) Level Crossing information

All location and profile data transmitted as infill information shall refer to the location reference of the balise group at the next main
signal (identified by the infill information) and to the orientation given by the infill device. (See note after justification).

The orientation of data transmitted by a loop is determined by the EOLM information which indicates how the directional information contained in
loop messages is to be interpreted.

The direction for which transmitted information is valid shall refer to:
a)	the direction of the LRBG for information sent by radio
b)	the direction of the balise group sending the information.

When receiving information from any transmission medium, the ERTMS/ETCS on-board equipment shall only take into account information valid for
its orientation. Other information shall be ignored. Exception: for SL, PS and SH engines, balise group crossing direction shall be considered.

TEST APPROACH:
NOTE: the aspects in the test cases will be listed as pairs (mode, train_orientation, information_direction, crossing_direction), based on the
following equivalence classes:

Mode: Different_than_SL_PS_SH, SL, PS, SH
TrainOrientation: A, B
InfoOrientation: nominal, reverse
CrossingDir: nominal, reverse

For example (FS, A, nominal, nominal).

If the train position is unknown, data received from any transmission medium valid for one direction only (nominal or reverse) shall be rejected
by the ERTMS/ETCS on-board equipment. Data valid for both directions shall be evaluated (see section 4.8).

If the train location in relation to the orienatation of the reference balise group is unknown, data received from any transmission medium valid
for one direction only (nominal or reverse) shall be rejected by the ERTMS/ETCS on-board equipment. Data valid for both directions shall be
evaluated (see section 4.8).

UNISIG clarification: train psoition is too unspecific
The 2 relevant points (single balise without orientation and unknown train position) are covered with this clarification

TEST APPROACH:
The following aspects have been identified:
1) information from single balise group
2) information from RBC reference single balise group
3) information from RBC reference two balise group treated as single balise group (3.4.2.4.1) 

If no co-ordinate system has been assigned to a single balise group, data transmitted by trackside, which refers to that balise group requiring
the co-ordinate system to be known (i.e. all data which are only valid for one direction (nominal or reverse)) shall be rejected by the
ERTMS/ETCS on-board equipment. Data valid for both directions shall be evaluated (see section 4.8).

Exception: if not rejected due to balise group message consistency check (see 3.16.2.4.4.1 and 3.16.2.5.1.1), data to be forwarded to a National
System (see section 3.15.6) shall be accepted. Justification: the co-ordinate system of the balise group might be known to the National System
by other means inherent to the National System itself.

Rel. 8.0:
P44 to be forwarded to a NTC should be ignored

UNISIG clarification:
this exception is related not only for balise information,

P44 to be forwarded to NTC from RBC and RIU are meant too.

Location and profile data shall have the structure shown in Figure 12 below

see figure 12 also
#DSC-UNISIG-SUB026-001155#REF#





Figure 12: General Structure of location and profile data

With regard to Figure 12 the following applies to continuous profile data:
a)	Value (n) shall be valid for distance (n+1)
b)	For distance (1) the previously received data shall be used (in case of an SSP this includes train length delay, refer to 3.11.3.1.3).
c)	Distances shall be given as unsigned incremental values representing the distance between value(n) and value(n-1).
d)	The last value (n) transmitted shall be valid for an unlimited distance unless value(n) represents a special "end of profile"
value.
e)	If distance (n+1) = 0 then the corresponding profile value n shall still be taken into account.

see figure 12 also

is relevant for GA, SSP and Route Suitability information

point e)
former comment remains valid: 
"Wenn Nulllängenabschnitte kommandiert werden, werden sie in einen Abschnitt minimaler Länge von 1 cm umgewandelt und der nachfolgende
Abschnitt wird dahingehend verkürzt.
"
#DSC-UNISIG-SUB026-001155#REF#





Figure 12: General Structure of location and profile data

With regard to Figure 12 the following shall apply to location data:
a)	Distances shall be given as unsigned incremental values representing the distance between value(n) and value(n-1).
b)	For distance (1) the previously received data shall be used.
c)	Each value (n) may represent a single value or a set of data.

see figure 12 also

is relevant for packet 58

According to Figure 12 the structure for non-continuous profile data shall allow to contain multiple elements (value(n) for length(n)) inside
the profile.
a)	Distance to the start of each element (value(n) for length(n)) shall be given as unsigned incremental values, each increment
representing the distance between  starts of element (n) and element (n-1).
b)	For distance (1) the previously received data (or initial data/default values, see section 3.7) shall be used.
c)	Each value (n) may represent a single value or a set of data.
d)	Note: There is no relationship between length of element (n-1) and distance (n), i.e., elements may overlap.

see figure 12 also

TEST APPROACH:
Non-continuous profile data comprises information from packets P51, P52, P67, P68, P69, P70, P80.

Point a) is tested comprehensively via multiple iterations in the same packet.
Point b) is covered by verification of #REQ-UNISIG-SUB026-0468:01#REF#.
Point c) and d) distinguish between overlapping and non-overlapping elements.

P68: Same kind and different kind of TCs is distinguished. 
The aspect P68 with overlapping TCs of same kind is covered by verification of #REQ-UNISIG-SUB026-3644#REF#. The verification of this aspect is
omitted here.

P80: Same kind and different kind of MPs is distinguished.
The aspect P80 with overlapping MPs is covered by verification of #REQ-UNISIG-SUB040-3040:01#REF#. The verification of this aspect is omitted
here.

P70: If at least one unsuitability exists, the closest location corresponding to the unsuitability is considered as both the EOA and SvL.
Unsuitability's behind this location are of no interested. The aspect P70 is covered by the verification of #REQ-UNISIG-SUB026-0552:03#REF#. The
verification of this aspect is omitted here.

P69 is omitted, as TC 'Station Platforms' is not part of R8.0

In case the trackside commands a non continuous speed profile with length zero, the onboard shall supervise the shortest length (greater zero)
it can internally handle, instead of zero length.

UNISIG clarification: a non contionouos profile element with length 0 have to be taken into account also

separate requirements exists for tc and mode profile

It shall be possible for the RBC to shift the location reference, e.g., after a change of train orientation or running direction.

With regards to Figure 12 the following applies to linking information
a)	The distance (1) shall be given to the first balise group included in the linking information
b)	The distance (n) shall be given as the distance between two consecutive balise groups
c)	Each value (n) shall represent the linking information related to that balise group.

#DSC-UNISIG-SUB026-001155#REF#





Figure 12: General Structure of location and profile data

All location related information transmitted from trackside equipment shall be used by the on-board equipment taking into account the confidence
interval to the train position, if required for safe operation.

To determine the distance between a location reference and the current train front end position the algorithm defined in
#DSC-ACT-SWAnf_Distance-0016:01#REF# and #DSC-TBL-SWAnf_Distance-0016:01#REF# must be used.

TEST APPROACH:
Following aspects have been identified:
1) location reference
1.1) unlinked BG
1.2) linked BG no linking information available
1.3) linked BG linking information available
2) distance calcultaion for 
2.1) min safe front end
2.2) estimated front end
2.3) max front end
3) distance calculation for 
3.1) cab A
3.2) cab B
4) movement direction, train orientation
4.1) not changed
4.2) changed

The confidence interval to the train position shall refer to the distance to the LRBG and shall take into account
a)	On-board over-reading amount and under-reading amount (odometer accuracy plus the error in detection of the balise group location
reference)
b)	The location accuracy of the LRBG.

Distance information received from trackside shall be evaluated on-board as nominal information (without taking into account any tolerances).

As position accuracy of a balise group the following sum must be used:
Q_POSACC = Q_LOCACC + Q_DETACC + ODO_RES
Q_LOCACC is the location accuracy for the balise group according to UNISIG
Q_DETACC is the detection accuracy of the balise channel (1m)
ODO_RES is the value from the odometry for the location of the balise group

TEST APPROACH:
Following aspects have been identified:
1) dependency on ODO_RES
2) dependency on Q_LOCACC
2.1) Q_NVLOCACC
2.2) Q_LOCACC from P5

The value of the Location Accuracy shall be determined by Linking information if available, if not, by the corresponding National Value, or the
corresponding Default Value if the National Value is not applicable.

TEST APPROACH:
Following aspects have been identified:
1) Q_LOCACC according to Q_NVLOCACC
2) Q_LOCACC according to Q_LOCACC from P5

When another balise group becomes the LRBG or when evaluating (see section 4.8) location related trackside information, which is referred to a
previously received balise group different from the LRBG, all the location related information shall be relocated by subtracting from the
distances that are counted from the reference balise group of the location related information:
a)	the distance between the reference balise group of the location related information and the LRBG, retrieved from linking information if
it is available and it includes both the reference balise group and the LRBG, OR
b)	in all other cases, the estimated travelled distance between the reference balise group of the location related information and the
LRBG.

UNISIG clarification:for repo BGs  point b is relevant (see UNISIG notes from 12.03.2012, 4.25)

new resynchronisation of the location is not to be realized. The current realization should remain applicable.
#DSC-UNISIG-SUB026-001206#REF#





Figure 13a:  Reset of confidence interval and relocation, on change of LRBG

The confidence interval shall be reset taking the location accuracy into account, when the next linked balise group has been read.

TEST APPROACH:
Following aspects have been identified:
1) confidence interval after passing unlinked BG
2) confidence interval after passing linked BG no linking information available
3) confidence interval after passing linked BG linking information available

Exception to 3.6.4.3:
If received new linking information, the location of the overrunning annunced balisegroups and the confidence interval shall be recalculated.

dient dazu, die Rückwärtssynchronisation auszulösen. Wie die Berechnung erfolgt, legen die Req. der Ortungsprinzipien fest
#DSC-UNISIG-SUB026-001208#REF#





Figure 13b: Relocation of trackside information referred to previously passed balise group, different from the current LRBG

TEST APPROACH:
Following aspects have been identified:
1) messured distance euquals D_LINK (test focus confidence interval recalculated)
2) messured distance does not agrees with linking distance (test focus location recalculated)
2.1) messured distance greater than D_LINK
2.2) measured distance smaller than D_LINK

The train front end position shall be identified in the following way
a)	The estimated front end position.
b)	The max(imum) safe front end position, differing from the estimated position by the under-reading amount in the distance measured from
the LRBG plus the location accuracy of the LRBG.
I.e. in relation to the orientation of the train this position is in advance of the estimated position.
c)	The min(imum) safe front end position, differing from the estimated position by the over-reading amount in the distance measured from
the LRBG plus the location accuracy of the LRBG.
I.e. in relation to the orientation of the train this position is in rear of the estimated position.

#DSC-UNISIG-SUB026-001217#REF#





Figure 13c: Train confidence interval and train front end position

Coordinates of locations must have the following properties:
Backward, Middle, Forward

TEST APPROACH:
Following aspects have been identified:
1) usage of Backward
2) usage of Middle
3) usage of Forward

The current train front end position must be represented by the following values:
MinSafeFrontEnd, EstimatedFrontEnd, MaxSafeFrontEnd

TEST APPROACH:
Following aspects have been identified:
1) usage of MinSafeFrontEnd
2) usage of EstimatedFrontEnd
3) usage of MaxSafeFrontEnd

The condition "Did the train travel safely less than a supervised distance from a reference location" must be checked by calculating
the difference between MaxSafeFrontEnd and Backward of the reference location.
MaxSafeFrontEnd < Backward_Reference + SupervisedDistance

TEST APPROACH:
Following aspects have been identified:
1) reference BG Q_LINK=0 
2) reference BG Q_LINK=1 

The condition "Did the train travel safely more than a supervised distance from a reference location" must be checked by calculating
the difference between MinSafeFrontEnd and Forward of the reference location.
Forward_Reference + SupervisedDistance < MinSafeFrontEnd

TEST APPROACH:
Following aspects have been identified:
1) reference BG Q_LINK=0 
2) reference BG Q_LINK=1 

The condition "Did the train travel nominal the supervised distance from a reference location" must be checked by calculating the
difference between EstimatedFrontEnd and Middle of the reference location.
Middle_Reference + SupervisedDistance == EstimatedFrontEnd

TEST APPROACH:
Following aspects have been identified:
1) reference BG Q_LINK=0 
2) reference BG Q_LINK=1 

The reference location that is used as LRBG is called the current reference location.
For the current reference location the values of Backward, Middle, and Forward must always have the same value.

TEST APPROACH:
Following aspects have been identified:
1) 'Did the train travel safely less than a supervised distance from a reference location' 
2) 'Did the train travel nominal the supervised distance from a reference location'
3) 'Did the train travel safely more than a supervised distance from a reference location'

The value for Backward, Middle, and Forward of all reference locations that are connected through linking information must not change when a new
reference location is added and becomes the current reference location, if this new reference location is connected through linking information
with the other reference locations.

TEST APPROACH:
Following aspects have been identified:
1) 'Did the train travel safely less than a supervised distance from a reference location' 
2) 'Did the train travel nominal the supervised distance from a reference location'
3) 'Did the train travel safely more than a supervised distance from a reference location'

The value for Middle of all reference locations must not change when a new reference location is added (even if it becomes the current reference
location), if this new reference location is not connected through linking information with any other reference location.

It must be considered, that the values of Backward, Middle, and Forward for reference locations may change when additional information about the
reference locations is used (e.g. a new reference location is added or linking information for existing reference locations becomes valid).

TEST APPROACH:
Following aspects have been identified:
1) new reference location
2) new linking information

To calculate the coordinates of the reference locations and the current train front end position the algorithm defined in
#DSC-ACT-SWAnf_Coordinate-0017#REF# and #DSC-TBL-SWAnf_Coordinate-0017:01#REF# must be used.

TEST APPROACH:
Following aspects have been identified:
1) reference BG Q_LINK=0 
2) reference BG Q_LINK=1

By exception to clause 3.6.1.3, the train position is referred to this balise group marked as unlinked. The ERTMS/ETCS on-board equipment shall
temporarily apply by analogy clauses 3.6.4.2, 3.6.4.2.1, 3.6.4.2.3 and 3.6.4.4 to determine an additional confidence interval, until a further
received balise group becomes the LRBG or the location related information is deleted on-board.

new resynchronisation of the location is not to be realized. The current realization should remain applicable.

If another balise group marked as unlinked is received before the additional confidence interval is deleted:
a)	the additional confidence interval shall be reset in relation to this new balise group marked as unlinked
b)	the location related information referred to the previous balise group marked as unlinked shall be relocated by subtracting the
estimated travelled distance between both balise groups from the distances that are counted from this previous balise group marked as unlinked.

new resynchronisation of the location is not to be realized. The current realization should remain applicable.

The position shall refer to the front end of the respective engine with regards to the train orientation.

The position report shall contain at least the following position and direction data
a)	The distance between the LRBG and the estimated front end of the train.
b)	The distance from the estimated front end position to the min safe front end position and the distance from the estimated front end
position to the max safe front end position.
c)	The identity of the location reference, the LRBG.
d)	The orientation of the train in relation to the LRBG orientation.
Note: Driver selected running direction is only handled by the on-board system.
e)	The position of the front end of the train in relation to the LRBG (nominal or reverse side of the LRBG).
f)	The estimated speed
g)	Train integrity information.
h)	Direction of train movement in relation to the LRBG orientation
i)	Optionally, the previous LRBG (see 3.4.2.3.3).

see following figure 14 also
#DSC-UNISIG-SUB026-001250#REF#





Figure 14: Information given in a position report (two examples to show the relation between LRBG and train orientation)

The direction information for Positionreport Paket 0 shall be determined accordingly Decision Table #DSC-TBL-SendPR-0002:01#REF#.

Rel. 6.4: Festlegung der Ermittlung der Q-Werte für Paket 0

TEST APPROACH:
The table defined by #DSC-TBL-SendPR-0002:01#REF# consists of 44 lines each line is one test aspect.
The normal operation scenarios are covered by specific test cases outline here (line 1-33). The special scenarios are covered by module test
(line 34-44).

The direction information for Positionreport Paket 1 shall be determined accordingly Decision Table #DSC-TBL-SendPR-0003:01#REF#.

Festlegung der Ermittlung der Q-Werte für Paket 1

TEST APPROACH:
The table defined by #DSC-TBL-SendPR-0003:01#REF# consists of 26 lines each line is one test aspect.
The normal operation scenarios are covered by specific test cases outline here (line 1-17). The special scenarios are covered by module test
(line 18-26).

If the LRBG unknown the value for the variables D_LRBG and L_DOUBTOVER/ L_DOUTUNDER shall be set UNKWOWN.

The on-board equipment shall send position reports as requested by the RBC in the position report parameters. In addition, it shall also send a
position report if at least one of the events listed hereafter occurs:
a)	The train reaches standstill, if applicable to the current mode.
b)	The mode changes.
c)	The driver confirms train integrity.
d)	A loss of train integrity is detected.
e)	The train passes a RBC/RBC border with its min safe rear end.
f)	The train passes a level transition border (from level 2/3 to level 0, NTC, 1) with its min safe rear end.
g)	The level changes.
h)	A communication session is successfully established.
i)	Intentionally moved.
j)	The train passes an LRBG compliant balise group (see 3.6.2.2.2), if no position report parameters are stored on-board.
k)	The train passes a RBC/RBC border with its max safe front end.

point i means "intentionally deleted"

When the train reaching standstill, if applicable to the current mode, the on-board equipment shall send a position report.

If the mode has changed, the on-board equipment shall send a position report.

If the driver confirms the train integrity, the on-board equipment shall send a position report.

is realized with 4.5.2

If loss of train integrity has been detected, the on-board equipment shall send a position report.

is realized with 4.5.2

If the train has passed a RBC/RBC border with its min safe rear end, the on-board equipment shall send a position report.

If the train has passed a level transition border (from level 2/3 to level 0,STM,1) with its min safe rear end, the on-board equipment shall
send a position report.

is realized with 4.5.2

If the level has changed, the on-board equipment shall send a position report.

is realized with 4.5.2

The on-board equipment shall send a position report
following the successful establishment of a communication session.

TEST APPROACH:
Mode NP is not realised by the ASW (see #REQ-UNISIG-SUB026-004698#REF#). Mode IS is realized by hardware and the EVC In is powered off in
isolation (see #REQ-UNISIG-SUB026-004676#REF#). OBU does permanently command the Emergency Brakes in the ETCS mode SF. Balise as well as RBC
messages are ignored in IS and SF (see #REQ-UNISIG-SUB026-3008#REF# and #REQ-UNISIG-SUB026-3009#REF#). In SH and PS the RBC ID/phone number are
stored without establishment of communication session. The verification for modes NP, IS, SF, SH and PS is hence omitted.

if no position report parameters are stored on-board, the on-board equipment shall send a position report at every passage of LRBG compliant
balise group (see 3.6.2.2.2).

If the train has passed a RBC/RBC border with its max safe front end, the on-board equipment shall send a position report.

If the position report results from one or more events listed in 3.6.5.1.4, its content shall reflect the consequences of these events.

For the position report parameters requested by the RBC the following possibilities shall be available, individually or in combination
a)	Periodically in time.
b)	Periodically in space.
c)	When the max safe front end or min safe rear end of the train has passed a specified location.
d)	At every passage of an LRBG compliant balise group (see 3.6.2.2.2).
e)	Immediately.

The starting point of the periods of  "Periodically in time" or  "Periodically in space" shall be defined by the internal
time or location when the periodical reporting is activated.

If position report parameters from trackside are valid and a new session is to be established, any ongoing PR-cycle shall be restarted with the
position report after establishing a session with a RBC.

clarification: this is relevant for the establishment of the supervising session only

If the obu received position report parameters with specific locations and a part of these locations is already passed, a position report shall
be send immediately and than the next location in front of the train shall be supervised.

The several specific locations are supervised on after the other. A parallel supervision is'nt realized.

The given position report parameters shall be valid until new parameters are given from the RBC.

If new PR-Parameter are given from the RBC and a PR-Cycle is going on, the old cycle shall be stopped, a position report shall be send and then
the new cycle shall be started.

Exception: In mode SB no position report shall be send after stopping the old cycle.

The mode and level reported in a position report shall be consistent (e.g., no mode that relates to the previous level).

Train integrity information shall be given by external device or by driver.

TI signal isn't realized

DMI Part is realized with enabling conditions for the button "Train integrity" in ERA SRS DMI

Driver input of train integrity shall only be permitted at standstill.

is realized with enabling conditions for the button "Train integrity" in ERA SRS DMI

The train integrity information shall consist of
a)	Train integrity status information
  No train integrity information
  Train integrity information confirmed by integrity monitoring device
  Train integrity information confirmed (entered) by driver
  Train integrity lost
b)	Safe train length information (only valid if train integrity is confirmed at the same time).

The safe train length information shall represent the distance between the min safe rear end (by subtracting the train length from the min. safe
front end position at the time when integrity was established last time) and the estimated position of the train front.

#DSC-UNISIG-SUB026-001302#REF#





Figure 15: Calculation of Safe Train Length when train integrity was established

The safe train length information shall be re-calculated for every position report using the same last value of min safe rear end position until
a new min safe rear end position is established on-board taking into account the time to detect train integrity.

The ERTMS/ETCS on-board equipment shall display, only on driver request, the geographical position of the estimated front end of the train in
relation to the track kilometre. The display of the geographical position shall also be stopped on driver request.

The resolution of the position indication shall be 1 metre (sufficient to allow the driver to report the train position when communicating with
the signalman).

When receiving new geographical position information (from radio or from balise group), the ERTMS/ETCS on-board equipment shall replace the
currently stored geographical position information (if any) by this new received one, continuing the on-going geographical position calculation
until at least one of the condition of 3.6.6.9 applies.

In case the information is received by radio and at least one of the announced geographical position reference balise group(s) is part of the
last reported balise groups memorised on-board, the on-board equipment shall use the data related to the most recently reported balise group.

From the currently stored geographical position information, the track kilometre reference given for a geographical reference location shall
become applicable if the train has detected the related geographical reference balise group and has travelled the offset distance from this
reference balise group.

The announced and not applicable geographical references shall be deleted on-board if the train changes orientation.

The distance travelled from the geographical reference location shall be taken into account when calculating the geographical position.

In cases where single balise groups are used as a reference for geographical position information and where no linking information is available
(and therefore no orientation can be assigned to the balise group), the on-board equipment shall ignore the geographical position information
related to these single balise groups.

The on-board equipment shall continue calculating the position from a track kilometre reference (i.e. this track kilometre reference shall
remain applicable) until:
a)	a new track kilometre reference becomes applicable, OR
b)	it is told not to do so, OR
c)	the calculated geographical position becomes negative, OR
d)	no more geographical position information is available (e.g., deleted according to conditions in SRS chapter 4)

Once a track kilometre reference is no longer applicable, it shall be deleted.

TEST APPROACH:
The following aspects have been identified:
1) a new track kilometre reference becomes applicable (3.6.6.9 a))
2) it is told not to do so (3.6.6.9 b) )
3) the calculated geographical position becomes negative (3.6.6.9 c)) 
4) no more geographical position information is available (3.6.6.9 d)) 

The following data shall be included in a message for geographical position (for every track kilometre reference):
  Identity of the geographical position reference balise group
  Distance from geographical position reference balise group to the track kilometre reference (offset)
  Value of the track kilometre reference
  Counting direction of the track kilometre in relation to the geographical position reference balise group orientation.

see figure 16 also
#DSC-UNISIG-SUB026-001345#REF#





Figure 16: Geographical position example

The MA and the related mode profile, if any, shall not be accepted by the on-board equipment if the SSP and gradient already available on-board
or given together with the MA do not cover the full length of the MA.

TEST APPROACH:
The following aspects have been identified:
1) dependency on profile continuity
1.1) gap in GP coverage
1.2) gap in SSP coverage
2) handling of buffered MA
2.1) buffered MA L0
2.2) buffered MA L1
2.3) buffered MA L2
2.4) buffered MA NTC
3) MA extension via P16

Note: Full length means at least from the estimated front end of the train to the supervised location.

clarification to 3.7.2.3:
The information "signalling related speed restriction" in the level 1 ma shall be accepted independent from the check over the full
cover by track description.

see analysis

If the onboard received new SSP and/or gradient profiles and the actual including the new profiles do not cover the full length of the actual
MA, the actual MA shall be deleted and a Train Trip shall be triggered.

TEST APPROACH:
The following aspects have been identified:
1) GP
2) SSP
3) handling of infill profile data

New track description and linking information shall replace (in the ERTMS/ETCS on-board equipment) stored information as detailed below:
a)	New Static Speed Profile information shall replace all stored Static Speed Profile information from the start location of the new
information.
b)	New Gradient Profile information shall replace all stored Gradient Profile information from the start location of the new information.
c)	New Axle Load Speed Profile information shall replace all stored Axle Load Speed Profile information from the start location of the
first element of the new information.
d)	New Speed Restriction to ensure Permitted Braking Distance information shall replace all stored Speed Restriction to ensure Permitted
Braking Distance information from the start location of the first element of the new information.
e)	New track condition Change of Traction System information shall replace all stored Change of Traction System information.
f)	New track condition Big Metal Masses information shall replace all stored Big Metal Masses information from the start location of the
first element of the new information.
g)	New track condition information of at least one of the types listed here, i.e., sound horn, non stopping area, tunnel stopping area,
powerless section - lower pantograph, powerless section - switch off the main power switch, radio hole, air tightness, switch off regenerative
brake, switch off eddy current brake for service brake, switch off eddy current brake for emergency brake, switch off magnetic shoe brake, shall
replace all stored track condition information of the listed types from the start location of the first element of the new information.
h)	New route suitability loading gauge information shall replace all stored route suitability loading gauge information.
i)	New route suitability traction system information shall replace all stored route suitability traction system information.
j)	New route suitability axle load information shall replace all stored route suitability axle load information.
k)	New reversing area information shall replace all stored reversing area information.
l)	New adhesion factor information shall replace all stored adhesion factor information from the start location of the new information.
m)	New linking information received as non-infill information shall replace all stored linking information from the LRBG.
n)	New linking information received as infill information shall replace all stored linking information from the reference location of the
infill information (i.e. the balise group at next main signal).

New Static Speed Profile information shall replace all stored Static Speed Profile information from the start location of the new information.

New Gradient Profile information shall replace all stored Gradient Profile information from the start location of the new information.

New Axle Load Speed Profile information shall replace all stored Axle Load Speed Profile information from the start location of the first
element of the new information.

New Speed Restriction to ensure Permitted Braking Distance information shall replace all stored Speed Restriction to ensure Permitted Braking
Distance information from the start location of the first element of the new information.

New track condition Change of Traction System information shall replace all stored Change of Traction System information.

New track condition Big Metal Masses information shall replace all stored Big Metal Masses information from the start location of the first
element of the new information.

New track condition information of at least one of the types listed here, i.e., sound horn, non stopping area, tunnel stopping area, powerless
section - lower pantograph, powerless section - switch off the main power switch, radio hole, air tightness, switch off regenerative brake,
switch off eddy current brake for service brake, switch off eddy current brake for emergency brake, switch off magnetic shoe brake, shall
replace all stored track condition information of the listed types from the start location of the first element of the new information.

New route suitability loading gauge information shall replace all stored route suitability loading gauge information.

New route suitability traction system information shall replace all stored route suitability traction system information.

New route suitability axle load information shall replace all stored route suitability axle load information.

New reversing area information shall replace all stored reversing area information.

is already defined in 3.15.4.1.1

New adhesion factor information shall replace all stored adhesion factor information from the start location of the new information.